Torque load simulation device and electromagnetic compatibility test system

Abstract

This invention relates to a torque load simulation device and an electromagnetic compatibility (EMC) testing system. The device includes an airflow valve assembly and a pneumatic friction structure. The airflow valve assembly regulates the compressed air pressure output by an air pump unit. The pneumatic friction structure is a grooved snap-fit ​​structure with two pneumatic friction plates respectively disposed on the inner walls of both sides of the groove. The pneumatic friction plates are driven and connected to the air pump unit via gas pipelines. The air pump unit regulates the pushing force applied to the pneumatic friction plates through the airflow valve assembly. The two pneumatic friction plates transmit the pushing force to both sides of the rotating brake disc through their friction surfaces, generating friction on the brake disc to simulate the torque load of ground friction. By designing a passive torque load simulation device, the load applied to the power steering motor can be simulated during EMC testing, which helps to accurately evaluate the electromagnetic characteristics of the power steering motor.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electromagnetic compatibility test, and in particular to a torque load simulation device and an electromagnetic compatibility test system. BACKGROUND

[0002] Electromagnetic compatibility test is widely used in the field of automotive electronics. The electromagnetic compatibility test is mainly to verify whether the function and performance of the automotive electronic components in the complex electromagnetic environment of the vehicle system meet the design expectations, and to investigate the actual anti-interference performance to determine whether it poses a potential risk to the driver.

[0003] At present, similar to the steering assist motor type components, in the process of electromagnetic compatibility test, it is difficult to load controllable motor load in a semi-wave darkroom, and it is more difficult to accurately monitor the torque output and load current of the measured sample, such as the steering assist motor, in the electromagnetic compatibility anti-interference environment, and these parameters are important evaluation parameters for measuring the anti-interference electrical characteristics of the steering assist motor type products.

[0004] Due to the above reasons, in the actual electromagnetic compatibility test process, the experimenters generally follow experience and only keep the measured sample such as the steering assist motor in standby state or in no-load condition to perform anti-interference test of the measured sample, which cannot accurately evaluate the anti-interference performance of the motor type product in the real working condition, i.e. under certain or heavy load, resulting in the lack of coverage of the anti-interference evaluation index of the measured sample. Therefore, even if the test result evaluation is passed, due to the incomplete coverage, when the measured product of the production vehicle is used in the extreme complex electromagnetic environment, the product function is abnormal, which leads to the failure of the designed function or interferes with the driver, resulting in unpredictable road accidents.

[0005] Therefore, it is necessary to provide a torque load simulation device which can simulate the real working condition of the steering assist motor and help to accurately evaluate the electromagnetic characteristics of the steering assist motor to solve the above technical problems. SUMMARY

[0006] In order to solve the above technical problems, the present application provides a torque load simulation device. The technical problem that the steering assist motor is in standby state or in no-load condition to perform anti-interference test in the prior art, which cannot accurately evaluate the electromagnetic characteristics of the steering assist motor in the real working condition, is solved.

[0007] The technical effect of the present application is achieved as follows:

[0008] A torque load simulation device for adjusting the torque load of a steering assist motor, comprising:

[0009] An air flow valve assembly is used to adjust the air pressure of compressed air output by the air pump unit;

[0010] A pneumatic friction structure is a clamping structure with a groove, which is used to be clamped on the brake disc of the steering assist motor, two inner walls on both sides of the groove are respectively provided with two pneumatic friction plates, the pneumatic friction plates are driven and connected through the gas pipeline and the air pump unit, the air pump unit adjusts the pushing force applied to the pneumatic friction plates through the air flow valve assembly to make the two pneumatic friction plates move towards each other, and the pushing force is transmitted to the two sides of the brake disc in a rotating state through the friction surfaces of the two pneumatic friction plates to generate friction force on the brake disc to simulate the torque load of ground friction.

[0011] In addition, a torque load simulation device for adjusting the torque load of a steering assist motor is also provided, which comprises:

[0012] An air flow valve assembly is used to adjust the air pressure of compressed air output by the air pump unit;

[0013] A pneumatic friction structure is a clamping structure with a groove, which is used to be clamped on the brake disc of the steering assist motor, two inner walls on both sides of the groove are respectively provided with two pneumatic friction plates, the pneumatic friction plates are driven and connected through the gas pipeline and the air pump unit, the air pump unit adjusts the pushing force applied to the pneumatic friction plates through the air flow valve assembly to make the two pneumatic friction plates move towards each other, and the pushing force is transmitted to the two sides of the brake disc in a rotating state through the friction surfaces of the two pneumatic friction plates to generate friction force on the brake disc to simulate the torque load of ground friction.

[0014] Further, the air flow valve assembly comprises a first controllable adjusting valve and a second controllable adjusting valve in communication, the compressed air output by the air pump unit is output to the second controllable adjusting valve for fine adjustment after being coarsely adjusted by the first controllable adjusting valve, and the first controllable adjusting valve and the second controllable adjusting valve both change the air pressure acting on the pneumatic friction plate by adjusting the gas flow rate.

[0015] Further, the primary controllable regulating valve and the secondary controllable regulating valve are provided with the rotation locking member and the knob, the rotation locking member is in sliding connection with the knob, the knob is used for rotating for air pressure adjustment after sliding away from the rotation locking member, and the knob is used for sliding to the rotation locking member to be clamped on the rotation locking member to prevent air pressure deviation after air pressure adjustment is completed.

[0016] In addition, an electromagnetic compatibility test system of a power steering motor is also provided, which comprises an electromagnetic compatibility semi-electric wave darkroom, a variable resistance bridge arranged in the electromagnetic compatibility semi-electric wave darkroom, a current transmitter, and the torque load simulation device. The variable resistance bridge is arranged on an output shaft of the power steering motor and is arranged close to a connecting position of the output shaft and a brake disc. The variable resistance bridge is electrically connected with the current transmitter during rotation of the power steering motor. The current transmitter is used for detecting a corresponding current value when the variable resistance bridge is deformed under the rotation of the power steering motor.

[0017] Further, the locking mechanism is detachably connected to the output shaft, and the variable resistance bridge is fixed outside the locking mechanism. The locking mechanism is used for transmitting the torque load generated on the output shaft to the variable resistance bridge.

[0018] Further, the control device is arranged in an electromagnetic compatibility test control room which is arranged outside the electromagnetic compatibility semi-electric wave darkroom. The control device is electrically connected with the current transmitter. The control device is used for receiving the current value detected by the current transmitter to calculate the torque load generated by the torque load simulation device. Based on the test arrangement environment in the existing electromagnetic compatibility semi-electric wave darkroom, the torque load simulation device composed of pure mechanical and pneumatic elements is arranged, without increasing additional electromagnetic interference active element devices, so as to be beneficial to maintaining the pure electromagnetic characteristics of the electromagnetic compatibility semi-electric wave darkroom and realizing accurate evaluation of the anti-interference capability of the power steering motor in the electromagnetic compatibility test. The variable resistance bridge is arranged at the connecting position of the output shaft of the power steering motor and the brake disc, so that when the brake disc with friction is driven to rotate by the power steering motor to complete the load working condition of simulating the load working condition of the power steering motor, the variable resistance bridge is deformed to cause corresponding change of the resistance value, and the current value is also changed. The current value is transmitted to the control device in the electromagnetic compatibility test control room outside the electromagnetic compatibility semi-electric wave darkroom by the current transmitter, so as to realize real-time monitoring of the torque load of the power steering motor in the electromagnetic compatibility test control room.

[0019] Further, the control device is a host computer, the host computer is electrically connected with the airflow valve assembly, and the host computer is used for setting an adjustment parameter of the airflow valve assembly, changing a torque load generated by the torque load simulation device, and monitoring the torque load in real time.

[0020] Further, the control device is a host computer, the host computer is electrically connected with the airflow valve assembly, and the host computer is used for setting an adjustment parameter of the airflow valve assembly, changing a torque load generated by the torque load simulation device, and monitoring the torque load in real time.

[0021] The clamp assembly comprises a clamp base and first, second and third supports fixed to the clamp base, the first support is used for fixing the steering assist motor, the second support is used for fixing the pneumatic friction structure, and the third support is used for fixing the airflow valve assembly.

[0022] Further, the clamp base and the first, second and third supports fixed to the clamp base are all made of low dielectric constant materials.

[0023] As described above, the present application has the following beneficial effects:

[0024] 1) By providing the torque load simulation device in the present application, in the electromagnetic compatibility test, the air pressure power of the compressed air output by the air pump unit can be adjusted by the airflow valve assembly and transmitted to the pneumatic friction plate, so as to control the friction force between the friction surface of the pneumatic friction plate and the brake disc, so as to simulate different torque loads and simulate the real working condition of the steering assist motor.

[0025] 2) Based on the test arrangement environment in the existing electromagnetic compatibility semi-anechoic chamber, the torque load simulation device composed of pure mechanical and pneumatic elements is set, without adding additional electromagnetic interference active element devices, which is beneficial to maintain the pure electromagnetic characteristics of the electromagnetic compatibility semi-anechoic chamber, and realizes the accurate evaluation of the anti-interference ability of the steering assist motor in the electromagnetic compatibility test process.

[0026] 3) The variable resistance bridge is arranged at the connecting position of the output shaft of the steering assist motor and the brake disc, so that when the brake disc with friction is rotated by the steering assist motor to complete the load working condition of simulating the load working condition of the steering assist motor, the variable resistance bridge is deformed to cause the corresponding change of the resistance value, and the current value also changes, the current value changes in real time is transmitted to the control device in the electromagnetic compatibility test control room outside the electromagnetic compatibility semi-anechoic chamber through the current transmitter, so as to realize the real-time monitoring function of the torque load of the steering assist motor in the electromagnetic compatibility test control room. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions of the present application, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and those skilled in the art can obtain other drawings according to these drawings without any creative effort.

[0028] Figure 1 A structural schematic diagram of a torque load simulation device provided by the embodiment of the present application.

[0029] In the drawings, the reference signs correspond to:

[0030] Steering assist motor 1, brake disc 2, pneumatic friction structure 3, first controllable regulating valve 4, second controllable regulating valve 5, variable resistance bridge 6, electromagnetic compatibility semi-electric wave darkroom 7, first support 8, second support 9, third support 10. DETAILED DESCRIPTION

[0031] The technical solutions in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without any creative effort are within the scope of protection of the present application.

[0032] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or a chronological sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not necessarily have to include all the steps or units clearly listed, but can include other steps or units not clearly listed or inherent to the process, method, product or device.

[0033] Embodiment 1:

[0034] As shown in Figure 1 The embodiment of the present application provides a torque load simulation device, which is used for adjusting the torque load of a steering assist motor 1. By simulating different torque loads applied to the steering assist motor 1, the real working condition state of the steering assist motor can be simulated in an electromagnetic compatibility test environment, so as to perform electromagnetic compatibility test on the steering assist motor.

[0035] In one specific embodiment, the torque load simulation device comprises:

[0036] The air flow valve assembly is used to adjust the air pressure of the compressed air output by the air pump unit.

[0037] The pneumatic friction structure 3 is a clamping structure with a groove, and the pneumatic friction structure 3 is used to be clamped on the brake disc 2 of the steering assist motor 1. Two inner walls on both sides of the groove are respectively provided with two relatively movable pneumatic friction plates. The pneumatic friction plates are driven and connected through the gas pipeline and the air pump unit. The air pump unit adjusts the pushing force applied to the pneumatic friction plates through the air flow valve assembly to make the two pneumatic friction plates move towards each other to clamp the brake disc 2. The two pneumatic friction plates transmit the pushing force to the two sides of the brake disc 2 in the rotating state through the friction surfaces thereof to generate friction force on the brake disc 2, so as to simulate the torque load of the ground friction.

[0038] Specifically, the air pressure power of the compressed air output by the air pump unit is adjusted through the air flow valve assembly and is transmitted to the two pneumatic friction plates, that is, the two pneumatic friction plates are simultaneously pushed in the opposite directions, so as to control and adjust the friction force of the corresponding friction surfaces of the two pneumatic friction plates and the brake disc 2, to achieve the effect of simulating the torque load of the ground friction, and to simulate the real working condition of the steering assist motor 1.

[0039] In another specific embodiment, the torque load simulation device comprises:

[0040] The air flow valve assembly is used to adjust the air pressure of the compressed air output by the air pump unit.

[0041] The pneumatic friction structure 3 is a clamping structure with a groove, and the pneumatic friction structure 3 is used to be clamped on the brake disc 2 of the steering assist motor 1. Two inner walls on both sides of the groove are respectively provided with a fixed plate and a pneumatic friction plate. The pneumatic friction plate is driven and connected through the gas pipeline and the air pump unit. The air pump unit applies a pushing force to the pneumatic friction plate to press the brake disc 2 between the fixed plate and the pneumatic friction plate, so that the pneumatic friction plate transmits the pushing force to the corresponding side of the brake disc 2 in the rotating state through the friction surface thereof, to simulate the torque load of the ground friction.

[0042] Specifically, the air pressure power of the compressed air output by the air pump unit is adjusted through the air flow valve assembly and is transmitted to the pneumatic friction plate, that is, the pneumatic friction plate is pushed in the direction facing the fixed plate, so as to control and adjust the friction force of the corresponding friction surfaces of the pneumatic friction plate and the fixed plate and the brake disc, to achieve the effect of simulating different torque loads, and to simulate the real working condition of the steering assist motor.

[0043] It should be noted that based on the test arrangement environment in the existing electromagnetic compatibility semi-anechoic chamber, the application sets up a passive load structure composed of pure mechanical and pneumatic elements, namely a torque load simulation device including a pneumatic friction structure and an airflow valve assembly, to simulate the real working condition state of the steering assist motor, so as to not increase additional electromagnetic interference active element devices, be conducive to maintaining the pure electromagnetic characteristics of the electromagnetic compatibility semi-anechoic chamber, and thus realize accurate evaluation of the anti-interference ability of the steering assist motor in the real working condition state in the electromagnetic compatibility test process.

[0044] Preferably, the airflow valve assembly includes a first controllable adjusting valve 4 and a second controllable adjusting valve 5 in communication, and the compressed air output by the air pump unit is output to the second controllable adjusting valve 5 after being coarsely adjusted by the first controllable adjusting valve 4, and the first controllable adjusting valve 4 and the second controllable adjusting valve 5 both change the air pressure acting on the pneumatic friction plate by adjusting the gas flow rate.

[0045] Preferably, the first controllable adjusting valve 4 and the second controllable adjusting valve 5 are both provided with a rotary locking piece and a knob, the rotary locking piece is in sliding connection with the knob, and the knob is used to rotate for air pressure adjustment after sliding away from the rotary locking piece and slide towards the rotary locking piece to be clamped on the rotary locking piece to prevent air pressure deviation after air pressure adjustment is completed. By providing the rotary locking piece, the first controllable adjusting valve 4 and the second controllable adjusting valve 5 have a rotary locking function after adjusting the gas pressure, preventing air pressure deviation and affecting the accuracy of simulating the required friction force of the vehicle wheel on the ground.

[0046] Specifically, the first controllable adjusting valve 4 is a coarse adjusting valve, and the second controllable adjusting valve 5 is a fine adjusting valve, both of which can adjust the gas flow rate, and the difference between them is that the accuracy of the adjusted gas flow rate is different. The principle of the first controllable adjusting valve 4 and the second controllable adjusting valve 5 adjusting the torque load is to adjust the gas flow rate so that the gas maintains a certain air pressure pressure inside the corresponding adjusting valve, that is, to increase the pneumatic pressure of the gas by reducing the gas flow rate to continuously clamp the pneumatic friction plate, generate friction with the brake disc 2, and thus form a torque.

[0047] When the first controllable adjusting valve 4 and the second controllable adjusting valve 5 are adjusted to their limit positions at the same time, the airflow can be cut off, so that the airflow in and out is completely limited.

[0048] Example 2:

[0049] This specification provides an electromagnetic compatibility (EMC) test system for a power steering motor, including an EMC semi-anechoic chamber 7, a current transmitter, a variable resistance bridge 6 disposed within the EMC semi-anechoic chamber 7, and a torque load simulation device as described in the above technical solution. The variable resistance bridge 6 is disposed on the output shaft of the power steering motor 1, and is positioned near the connection point between the output shaft and the brake disc 2. During the rotation of the power steering motor 1, the variable resistance bridge 6 is electrically connected to the current transmitter, which is used to detect the current value corresponding to the deformation of the variable resistance bridge 6 under the rotation of the power steering motor 1.

[0050] Specifically, the variable resistor bridge 6 is an electrical component that generates a microcurrent based on its own deformation. The variable resistor bridge 6 includes a bridge circuit composed of four resistors, which are called the bridge arms of the bridge. The variable resistor bridge 6 uses the change in resistance to measure the change in the physical quantity of its own deformation. The bridge circuit is prior art and will not be described in detail in this application.

[0051] When the pneumatic friction structure 3 generates friction on the brake disc 2, the variable resistor bridge 6 located at the connection position between the output shaft of the power steering motor 1 and the brake disc will deform, thereby changing its own resistance value.

[0052] When the variable resistance bridge 6 deforms and its resistance changes, the current transmitter can detect that the current value of the variable resistance bridge 6 also changes accordingly. The real-time changing current value is then transmitted to the electromagnetic compatibility test control room located outside the electromagnetic compatibility semi-anechoic chamber, which can monitor the torque current output by the power steering motor 1.

[0053] Preferably, it also includes a locking mechanism, which is detachably connected to the output shaft. The variable resistor bridge 6 is fixed to the outside of the locking mechanism. The locking mechanism is used to transfer the torque load generated on the output shaft to the variable resistor bridge.

[0054] Since the variable resistor bridge 6 is directly fixed on the output shaft, when the output shaft torque is small, the deformation of the variable resistor bridge 6 is not accurate enough. Therefore, it is not accurate to directly detect the torque on the output shaft by means of the deformation of the variable resistor bridge 6. Therefore, a locking mechanism is required to accurately transmit the torque load generated on the output shaft to the variable resistor bridge.

[0055] Specifically, the locking mechanism is a spline coupling. The spline connection of the spline coupling consists of multiple key teeth and keyways on the shaft and hub bore. The sides of the key teeth are the working surfaces, and torque is transmitted through the compression of the key tooth sides. The working principle of the spline coupling is prior art and will not be elaborated upon in this application.

[0056] In this application, the spline coupling is fixed to the output shaft of the rotating system motor by splines. When a torque load is generated on the output shaft, the spline coupling transmits torque to the variable resistance bridge 6 through the squeezing force on the side of the key teeth.

[0057] When the power steering motor is in the equilibrium position (when the power steering motor 1 rotates at 0°), the spline coupling can fix the rotating motor shaft of the power steering motor 1 through the spline, so that it is fixed in a certain rotation angle state and remains stationary, that is, the maximum torque resisting the power steering motor 1 is 50Nm.

[0058] When the power steering motor is in a dynamic position (when the angle of power steering motor 1 is not 0°), the spline coupling can fix the rotating motor shaft of power steering motor 1 through the spline, so that it is fixed in a certain angle state and remains stationary, that is, the maximum torque resisting power steering motor 1 is 70Nm.

[0059] Preferably, it also includes a control device, which is located in the electromagnetic compatibility test control room. The electromagnetic compatibility test control room is located outside the electromagnetic compatibility semi-anechoic chamber 7. The control device is electrically connected to the current transmitter. The control device is used to receive the current value detected by the current transmitter to calculate the torque load generated by the torque load simulation device.

[0060] Preferably, the control device is a host computer, which is electrically connected to the airflow valve assembly. The host computer is used to set the adjustment parameters of the airflow valve assembly to change the torque load generated by the torque load simulation device and to monitor the torque load in real time.

[0061] By acquiring the current of the variable resistance bridge 6, it is equivalent to indirectly acquiring the torque current output by the power steering motor 1. This enables the host computer to automatically adjust the airflow valve assembly to change the torque load generated by the torque load simulation device according to the different load application requirements during the electromagnetic compatibility test. Thus, it simultaneously realizes the function of applying torque load to the test sample such as the power steering motor and the real-time monitoring function of the torque load actually generated by the power steering motor 1 based on the adjustment parameters set by the host computer.

[0062] Preferably, the torque load simulation device further includes a clamp assembly, which includes a clamp base and a first bracket 8, a second bracket 9 and a third bracket 10 fixed on the clamp base. The first bracket 8 is used to fix the power steering motor 1, the second bracket 9 is used to fix the pneumatic friction structure, and the third bracket 10 is used to fix the airflow valve assembly.

[0063] Preferably, the fixture base and the first bracket 8, second bracket 9 and third bracket 10 fixed on the fixture base are all made of a low dielectric constant material.

[0064] Specifically, the fixing devices for the first bracket 8, the second bracket 9, and the third bracket 10 and the fixture base are made of non-metallic materials, avoiding the use of rivets or other metallic materials. The fixing devices for fixing the power steering motor 1, the pneumatic friction structure 3, and the airflow valve assembly to the first bracket 8, the second bracket 9, and the third bracket 10 are also made of non-metallic materials, avoiding the use of rivets or other metallic materials. This ensures that the torque load simulation device as a whole exhibits a low dielectric constant, which is beneficial to improving the accuracy of electromagnetic compatibility testing.

[0065] While the present invention has been described through preferred embodiments, it is not limited to the embodiments described herein, and various changes and modifications are made without departing from the scope of the invention.

[0066] In this document, the directional terms such as front, back, top, and bottom are defined based on the location of the components in the accompanying drawings and their relative positions to each other, solely for the purpose of clarity and convenience in expressing the technical solution. It should be understood that the use of these directional terms should not limit the scope of protection claimed in this application.

[0067] Where there is no conflict, the above embodiments and features described herein can be combined with each other.

[0068] The above description is merely a preferred embodiment of the present invention and should not be construed as limiting the scope of the invention. Therefore, any equivalent variations made in accordance with the claims of the present invention are still within the scope of the present invention.

Claims

1. A torque load simulation device, said torque load simulation device being used to adjust the torque load of a power steering motor (1) for a vehicle, characterized in that, include: An airflow valve assembly is used to regulate the air pressure of the compressed air output by the air pump unit. The airflow valve assembly includes a primary controllable regulating valve (4) and a secondary controllable regulating valve (5) connected in series. Both the primary controllable regulating valve (4) and the secondary controllable regulating valve (5) are provided with a rotary locking element and a knob. The rotary locking element is slidably connected to the knob. The knob is used to adjust the air pressure by sliding away from the rotary locking element and then rotating it. After the air pressure adjustment is completed, it slides towards the rotary locking element to lock onto the rotary locking element to prevent the air pressure from shifting. A pneumatic friction structure (3) is a snap-fit ​​structure with a groove. The pneumatic friction structure (3) is used to snap onto the brake disc (2) of the power steering motor (1). Two pneumatic friction pads are respectively provided on the inner walls of the two sides of the groove. The pneumatic friction pads are driven and connected to the air pump unit through a gas pipeline. The air pump unit adjusts the pushing force applied to the pneumatic friction pads through the airflow valve assembly so that the two pneumatic friction pads move towards each other. The two pneumatic friction pads transmit the pushing force one-to-one to the two sides of the brake disc (2) in the rotating state through their friction surfaces to generate friction force on the brake disc (2) to simulate the torque load of ground friction force.

2. A torque load simulation device, said torque load simulation device being used to adjust the torque load of a power steering motor (1) for a vehicle, characterized in that, include: An airflow valve assembly is used to regulate the air pressure of the compressed air output by the air pump unit. The airflow valve assembly includes a primary controllable regulating valve (4) and a secondary controllable regulating valve (5) connected in series. Both the primary controllable regulating valve (4) and the secondary controllable regulating valve (5) are provided with a rotary locking element and a knob. The rotary locking element is slidably connected to the knob. The knob is used to adjust the air pressure by sliding away from the rotary locking element and then rotating it. After the air pressure adjustment is completed, it slides towards the rotary locking element to lock onto the rotary locking element to prevent the air pressure from shifting. A pneumatic friction structure (3) is a snap-fit ​​structure with a groove. The pneumatic friction structure (3) is used to snap onto the brake disc (2) of the power steering motor (1). A fixing plate and a pneumatic friction plate are respectively provided on the inner walls of both sides of the groove. The pneumatic friction plate is driven and connected to the air pump unit through a gas pipeline. The air pump unit applies a pushing force to the pneumatic friction plate to press the brake disc (2) between the fixing plate and the pneumatic friction plate, so that the pneumatic friction plate transmits the pushing force to the corresponding side of the rotating brake disc (2) through its friction surface to simulate the torque load of ground friction.

3. A torque load simulation device according to claim 1 or 2, characterized in that, The compressed air output by the air pump unit is coarsely adjusted by the first-stage controllable regulating valve (4) and then finely adjusted by the second-stage controllable regulating valve (5). Both the first-stage controllable regulating valve (4) and the second-stage controllable regulating valve (5) change the air pressure acting on the pneumatic friction plate by adjusting the gas flow rate.

4. An electromagnetic compatibility testing system for a power steering motor, characterized in that, The device includes an electromagnetic compatibility semi-anechoic chamber (7) and a current transmitter, a variable resistor bridge (6) disposed in the electromagnetic compatibility semi-anechoic chamber (7) and a torque load simulation device as described in any one of claims 1-3. The variable resistor bridge (6) is disposed on the output shaft of the power steering motor (1). The variable resistor bridge (6) is disposed near the connection position between the output shaft and the brake disc (2). During the rotation of the power steering motor (1), the variable resistor bridge (6) and the current transmitter are electrically connected. The current transmitter is used to detect the current value corresponding to the deformation of the variable resistor bridge (6) under the action of the power steering motor (1).

5. The electromagnetic compatibility testing system for the power steering motor according to claim 4, characterized in that, It also includes a locking mechanism, which is detachably connected to the output shaft. The variable resistor bridge (6) is fixed to the outside of the locking mechanism. The locking mechanism is used to transmit the torque load generated on the output shaft to the variable resistor bridge.

6. The electromagnetic compatibility testing system for the power steering motor according to claim 5, characterized in that, It also includes a control device, which is located in the electromagnetic compatibility test control room, which is located outside the electromagnetic compatibility semi-anechoic chamber (7). The control device is electrically connected to the current transmitter. The control device is used to receive the current value detected by the current transmitter to calculate the torque load generated by the torque load simulation device.

7. The electromagnetic compatibility testing system for a power steering motor according to claim 6, characterized in that, The control device is a host computer, which is electrically connected to the airflow valve assembly. The host computer is used to set the adjustment parameters of the airflow valve assembly to change the torque load generated by the torque load simulation device and to monitor the torque load in real time.

8. The electromagnetic compatibility testing system for the power steering motor according to claim 4, characterized in that, Also includes: The clamp assembly includes a clamp base and a first bracket (8), a second bracket (9) and a third bracket (10) fixed on the clamp base. The first bracket (8) is used to fix the power steering motor (1), the second bracket (9) is used to fix the pneumatic friction structure (3), and the third bracket (10) is used to fix the airflow valve assembly.

9. The electromagnetic compatibility testing system for the power steering motor according to claim 8, characterized in that, The fixture base and the first bracket (8), second bracket (9) and third bracket (10) fixed on the fixture base are all made of a low dielectric constant material.

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